Rail-joint support



(No Model.)

A. H. EGE.

NrrED STATES .PATENT OFFICE.

ALEXANDER H. EGE, OF MECHANICSBURG, PENNSYLVANIA.

RAlL-JolNT SUPPORT.

SPECIFICATION forming part of Letters Patent No. 349,305, dated September 21, 1886.

Application filed May 14, 1866. Serial No. 202,216. (No model.)

.To all whom it may concer-m Be it known that I, ALEXANDER H. EGE, a citizen of the United States, and a resident of Mechanicsburg, inthe county of Cumberland and State of Pennsylvania, have invented certain new and useful Improvements in Rail Joint Supports, of which the following is a specification.

My invention relates to certain improvements in rail-joint supports; and it consists, in general,of a support made of asection of rail so connected laterally to the carrying-rails of the main line or siding of a railway as to perform therewith the function of a spliceebar, substantially as hereinafter described.

Referring to the accompanying drawings, Figure 1 is a top plan view of the rail-joint 'support of my invention,showing the support on the outer side of the carrying-rail. Fig. 2 is a top plan view of the same, showing the support on the inner side of the carryngrail. Fig. 3 is a transverse section ,of the same through line a: x of Fig. l. Fig. 4 is a transverse section showing the use of a tube or section of gas-pipe,instead of the spacing-blocks, between' the carrying-rails and rail-j oint support, as shown in Figs. l and 2. Fig. 5 is a transverse section showing a modification in which the spacing block or blocks are made to occupy the greater part of theinterval between the rail and its support, and at the same time has its top surface flush with the surfaces of the carrying-rails and that of the rail-support. Fig'. 5 is a longitudinal section of the spacingblock shown iniFig. 5. Fig. 6 is a modifica--` tion showing the support as consisting of a' section of rail of a lighter pattern than thatA of the carrying-rail. Fig. 7 shows a modifica tion of Fig. 6, in which the smaller rail of thel 4o joint-support rests upon a plate or thin block of wood. Fig. 8 is a modification of the sup-z port, consisting of a rail of unequal flanges Fig. 9 is a modifi-l cation in which one of the flanges of the' supl port is placed under that of the carrying-rail,

and a lighter iilling-piecc.

and the filling-piece of a lighter pattern, as in- Fig. 8, and showing a plate under carrying` rail. Fig. 10 is a modification usinga lighter pattern of rail arched upward' centrally, and

therefore requiring a plate only as a support to the arched portion of the rail-support. Fie'. 111s a vertical section of a modification showing railsupports on each side of the carrying-rails.

In devising a rail-section as an eicient means of support for a rail-joint, my object is to secure as high a degree of strength and elasticity as may be possible in practice, with a minimum degree of cost. To accomplish this desirable end I use a section of rail, preferably of the usual T form, either in the condition that it comes from the rolls or of rails that have been condemned from use or wear as unsafe for carrying purposes on the main line or siding, but which are as admirably suited to perform the functions of my support as if they were sections of new rail. Itis also the custom in practice for manufacturers of rails to cut their rails into certain standard lengths when they pass from the last rolls in the mill. The sections or crop ends cut off are frequently from two to three feet long, and hence are of sufficient length for the purposes of my support. It is well known from the nature of the material of which the rails of niodern use are made (via, of Bessemer steel) that said crop ends are considered practically 'as waste with regard to rerolling, and therefore can only be utilized for purposes of remelting at a very considerable expense. Such being the case, manufacturers are very willing to sellsaid crop ends at a very low price-a very desirable feature to those who are desirous of using said crop ends for the purposes of my support. Moreover, since it is my intention to use said sections of rail as they are received from the rolls, I am not required to re-roll any portion of them, or to cut away any of the material of the same to adapt them to mypurpose. All the labor that is required to render said rail-sections fit set forth, or to otherwise adapt the same for the reception of suitable binding-bars or clamps and keys.

I am aware that sections of rails have heretofore been used as rail-joint supports; but in such cases the ange of the rail-support has been bent or set up to rest upon the Bange of the carrying-rails, or vice versa; or said flanges have been, one or both, cutaway, either in whole or in part, or else a portion of the head of one. or both rails is cutaway, eitherin whole or in part, in order to bring the heads ofthe laterally-engaging rails into close contact, to the end of securingthereby the broader bearing of the combined carrying-surfaces of the two rails. Now, while this increased area of bearing-surface might seem at first sight to be an advantage, yet, upon referring to the eX- perience of practical railway-men, it will be admitted that said increased bearing surface is' notan advantage, except in the case of new wheels. It is a fact well established by observation that the wheel-treads of railway engines and cars are liable in use to wear away on that part otl their surface that comes into contact with the rail, so that in time the wheel-treads become grooved to a greater or less extent or depth, and thus develop an outer fillet 7 or false tlangejf, as it is called, as shown in Figs. 6 and 8, that from the nature of the case drops or projects in time below the outer edge of the carrying-surface of the rail. \Vhen this transpires, which is nearly constantly the case, more or less, the said false flange must necessarily mountand ride upon the upper surface ofany support whose said upper surface is flush and in close lateral contact with that of the carrying-rails proper, and therefore modified thereby. XVhen, then, said false flange rolls longitudinally over the said upper surface of the ]'ointsupport` the entire wheel is raised there,- by above the bearing-surface of the carryingrail, and thence it mustfollow that the grooves of the wheel-treads will also be elevated above the said bearing-surface ot' the main-line rail until the false flange shall have dropped ot said support, when the wheel-treads willagain drop onto thenlain-line rail. Moreover, since the treads of the wheels are eoned outwardly toward the edge opposite to that of the true flange, it followsthattheinner edge of thc false flange is more sharply defined or projects downward more promlnently than the outer edge docs, and therefore evidently grooves o1' mutilat-es any surface with which it comes in eontact to any extent, that does not appear from the action of any other part of the surface of said tread. In most eases, therefore, in practice the interval between the top of the carrying-rail and that ofthe support need only be of such a breadth as will admit of the ready passage of said cutting-edge, while the outer or unworn portion of said tread may come in contact with the top of the support without causing the rising of the wheels to an appreciable eX- tent, asshown in Fig. 10. \Vhen,then,the support is brought into close lateral contact with the carrying-rail without any provision being made for the passage thercover of said false flange, it is evident that the above-ment-ioned mounting and dropping of the wheels passing thereover must necessarily occur at everyjoint. The wheel-treads will thereby be subjected to an increased degree of wear and tear, while at the same time the increased jolting of train and engine will enhance the discomforts ot" travel, as well as the liability to breakage. In

my device, however, as shown in the different figures, I propose, in the main, to place my joint-support at such a distance from the carrying-rails as to afford the interval required to admit of the free passage of the false flanges, when such are developed, without incurri ng the aforesaid liabilities, while at the same time securing as efficient a support as ift'he, head of the rail of the. `jointfsupport', were in lateral contact with the carrying-rails. In case it be desirable toincrease the aforesaid interval to a greater distance than may be afforded by permitting the flanges of the rails to bein lateral contact', and it be advisable to assume as small a degree of expense as possible, I hold the rails apart by means of a section of piping or tube, a, of the required length, through which the bolts c shall have first been made to pass, beforepassing the same through the drillings of the rail-support, as shown in Fig. 4. In practice, however, particularly when the traflic is heavy, and the rails are correspoxulingly heavy, it will usually be found preferable to use spacing-blocks b I) of a greater breadth to secure the end proposed, as shown in Figs. l, 2, and 5. In this case the said blocks b b, as shown, are perforated for the reception of the bolt c, and thus not only afford improved lateral bearings for the rails, but also reduce the tension upon thc bolts c c, while performing in addition their proposed spacing functions. In case, however, that it is not desired to perforate the webs of the carrying-rails, it is evident that any ofthe improved forms of binding-bars used in binding the parts of frogs together may be used, and at the same time preserve the required interval distance for t-he passage of the false flanges, as aforesaid.

Vhcn in practice it is found desirable to preserve the alignment of the main-track rail more perfectly, perhaps, than would be maiutained by the bolt-head alone, it will be well to use a plain strap fish-plate, d, as shown in Fig. 5, on the side of the main line rail. It may be well to remark that said fish-plate is also perforated for the reception of the bolts, said perforations, as well as those of the support, being one or both sufficiently elongated to provide for the expansion and contraction of the main-track rails under the influence of the extremes of temperature. \Vere it possible at all times to keep the wheel-treads free from grooves, then the only (llisadvantage experienced in practice in bringing thejoint-support and rail-heads into lateral contactwould be the enhanced expense found necessary to adapt the support to this position in the performance of its required function. To meet such a demand, however, if desirable, I have shown in Fig. 5 such a modification ofthe support as admits ofthe use of an intermedi ate filling, that presents an uppersurfaee flush with that of the main-line rail A and the joint-support I5. In the use, however, of this form of filling it will IOO IIO

be found best in practice to bevel or incline longitudinally the extremities 'of said-filling at posed between the joints of the same.

so gentle a degree that the false flanges, if developed, may be able to rise gradually thereon without oeeasio ning the aforesaid abrupt rise and drop of the Wheels. In this case I also prefer that the upper carrying-surface of the filling be milled or corrugated, in order to wear away the more efficiently the veryT beginnings of the false flanges as they may be developed during the passage of the treads of the wheels over the portions of the carrying-rails inter-Y This modication will be found in practice to work well so long as the wheels are new and unworn. As regards the length of the support B, I use simply a section of rail of such length as will extend over theupper surface of three crossties, (in those cases where therail-j oint isplaced in the middle of a tie,) or of a length sufficient to extend over two cross-ties in those cases where the suspended joint is used, as shown in Figs. l and 2. When the support is placed on the inside of the carrying-rail, as in Fig. 2, it will be better to make the same of such length as will extend over four cross-ties.

Although I prefer in general to use for my support a piece of rail of the same cross-section as that 'of' the carrying-rail, yet this isby no means necessary. It will be found in practice that the strength addedto the joint by my support is so vgreat that a rail of smaller crosssection may be used in said connection, as shown in Fig. 6, and thus the advantage of reduced expense be secured without a corresponding reduction in the efficiency of the means employed to secure the desired end. In Fig. V7 I show the support to consist of a cross-section of said rail smaller than that of the carrying-rail, but resting 'upon a platea mode of construction that I prefer to use when it is desirable to increase the height of thejointsupport without increasing the weight of the rail thereof. In Fig. S the support is shown to consist of a section of a rail of unequal flanges and of a less height than that of the carryingrails-a form th at is found in practice to be most efficient, both from its accommodation to the demands of the false fianges and in its economic value from its utilizing a lighter filling piece or pieces, while at the same time affording sufficient bearings for the bottom support of the said fillings. It also has the advantage of affordin g a partial support to the outer or inclined surface of the false flanges, while preserving at the same time the same general plane of' all the parts of the surfaces of the engagingwheels in the passage thereover. a

In Fig; 9 is shown a modification of the support, in which the flange of the support, in being placed below that of the carrying-rail, performs the additional function of furnishing an additional support to the latter besides that supplied from its lateral position, while affording ample means for the uninterrupted passage of the false flanges. This form of support is also economically valuable. In Fig. l() we have also an efficient form, showing the use of the entire rail, arched centrally to secure the use of both a regular bearing on each side, and from the use of the underlying plate also the advantage ofa lighter and therefore less expensive pattern of rail.

Having thus described my invention, I claim- 1. The splice-bar of rail form having its base entire and iu one plane, in combination with the rails A A and bolts c, substantially as described.

2. The Isplice-bar of rail form having its base entire and in one plane, in combination with the rails A A, perforated spacing-pieces b, and bolts c, substantially as described.l

3. The combination ofthe rails A A, cross ties, splice-bar of rail form, having its base entire and in one plane, and distance-pieces and bolts, substantially as described.

4. The combination, with the rails A A and ties, of a splice bar consistingof the crop end of a rail perforated and bolted to the rails A A, and resting with its entire base on the ties, substantially as described.

5. The combination, with the carrying-rails A A, of a splice-bar or support in the form of a rail, the bearing-surface ofthe latter being arranged to ladmit of the passage of the false flanges between it and the carrying-rails, and filling-pieces between said support and rails, substantially as described.

6. The combination, with the carrying-rails and the rail-joint support arranged to allow the passage ofthe false flanges between them, of filling-pieces provided with roughened lor corrugated surfaces adapted to wear away the false flange, substantially as described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

' ALEXANDER H. EGE.

VVitn ess es J. N. YOUNG, CLARA Swan'rz.

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